EP2686530A1 - Method for operating an engine, exhaust system and oxidation catalyst - Google Patents
Method for operating an engine, exhaust system and oxidation catalystInfo
- Publication number
- EP2686530A1 EP2686530A1 EP12713200.9A EP12713200A EP2686530A1 EP 2686530 A1 EP2686530 A1 EP 2686530A1 EP 12713200 A EP12713200 A EP 12713200A EP 2686530 A1 EP2686530 A1 EP 2686530A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- oxidation catalyst
- catalyst
- exhaust system
- exhaust
- turbocharger
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000003054 catalyst Substances 0.000 title claims abstract description 182
- 230000003647 oxidation Effects 0.000 title claims abstract description 148
- 238000007254 oxidation reaction Methods 0.000 title claims abstract description 148
- 238000000034 method Methods 0.000 title claims abstract description 18
- 239000000446 fuel Substances 0.000 claims abstract description 54
- 238000002485 combustion reaction Methods 0.000 claims abstract description 18
- 230000001172 regenerating effect Effects 0.000 claims abstract description 6
- 239000007789 gas Substances 0.000 claims description 43
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 claims description 32
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 21
- 238000002347 injection Methods 0.000 claims description 17
- 239000007924 injection Substances 0.000 claims description 17
- 229930195733 hydrocarbon Natural products 0.000 claims description 16
- 150000002430 hydrocarbons Chemical class 0.000 claims description 16
- 230000008929 regeneration Effects 0.000 claims description 14
- 238000011069 regeneration method Methods 0.000 claims description 14
- 238000011144 upstream manufacturing Methods 0.000 claims description 14
- 238000002156 mixing Methods 0.000 claims description 8
- 238000005192 partition Methods 0.000 claims description 8
- 239000004215 Carbon black (E152) Substances 0.000 description 9
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 5
- 229910002091 carbon monoxide Inorganic materials 0.000 description 5
- 230000009849 deactivation Effects 0.000 description 5
- 230000001276 controlling effect Effects 0.000 description 4
- 238000012544 monitoring process Methods 0.000 description 4
- 239000007788 liquid Substances 0.000 description 3
- 230000003068 static effect Effects 0.000 description 3
- 229910052717 sulfur Inorganic materials 0.000 description 3
- 239000011593 sulfur Substances 0.000 description 3
- KDLHZDBZIXYQEI-UHFFFAOYSA-N Palladium Chemical compound [Pd] KDLHZDBZIXYQEI-UHFFFAOYSA-N 0.000 description 2
- NINIDFKCEFEMDL-UHFFFAOYSA-N Sulfur Chemical compound [S] NINIDFKCEFEMDL-UHFFFAOYSA-N 0.000 description 2
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 2
- 238000002955 isolation Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 229910052760 oxygen Inorganic materials 0.000 description 2
- 239000001301 oxygen Substances 0.000 description 2
- BASFCYQUMIYNBI-UHFFFAOYSA-N platinum Chemical compound [Pt] BASFCYQUMIYNBI-UHFFFAOYSA-N 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 239000005431 greenhouse gas Substances 0.000 description 1
- 239000003345 natural gas Substances 0.000 description 1
- 229910000510 noble metal Inorganic materials 0.000 description 1
- 229910052763 palladium Inorganic materials 0.000 description 1
- 229910052697 platinum Inorganic materials 0.000 description 1
- 239000008400 supply water Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
- F01N3/2033—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using a fuel burner or introducing fuel into exhaust duct
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
- F01N3/36—Arrangements for supply of additional fuel
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to a method for operating an internal combustion engine according to the preamble of claim 1.
- the invention also concerns an exhaust system for an internal combustion engine and an oxidation catalyst for an internal combustion engine, as defined in the preambles of other independent claims.
- Hydrocarbon emissions from lean burn gas engines are typically relatively high com- pared to those of other types of engines.
- the emitted hydrocarbons consist mainly of unburned fuel, which is in case of natural gas primarily methane. Since methane is a strong greenhouse gas, there is a need to reduce methane emissions.
- Methane emissions can be reduced to some extent by re-optimizing the lean burn com- bustion process, but typically at the expense of increased fuel consumption and NOx and CO emissions. Methane emissions can also be reduced by an oxidation catalyst.
- an oxidation catalyst works only when the exhaust gas temperature is high enough, i.e. approximately 500 °C. The exhaust gas temperature after the engine is typically too low, often around 400 °C, for oxidation of methane. Before the turbine of the turbocharger, however, the temperature level is higher enabling oxidation of methane in an oxidation catalyst.
- An oxidation catalyst deactivates during use and must be regenerated from time to time. Especially sulfur causes fast deactivation of the catalyst material.
- Regeneration of the oxidation catalyst is done by introducing fuel into the exhaust duct of the engine upstream from the oxidation catalyst. When the fuel burns, it raises the exhaust temperature enabling regeneration of the oxidation catalyst. Typically temperature of approximately 650-750 °C is needed for the regeneration.
- a problem is that the maximum temperature and speed the turbine of the turbocharger can stand are limited due to me- chanical constraints. The maximum temperature for the turbine is typically 620-650 °C. The speed limit depends on the size and type of the turbocharger. When the oxidation catalyst is arranged upstream from the turbine of the turbocharger, there is a risk that the turbocharger is damaged during regeneration of the oxidation catalyst.
- the object of the present invention is to provide an improved method for operating an internal combustion engine.
- the characterizing features of the method according to the present invention are given in the characterizing part of claim 1.
- Other objects of the present invention are to provide an improved exhaust system for an internal combustion engine and an oxidation catalyst for an internal combustion engine.
- gaseous fuel is introduced into an oxidation catalyst sequentially in different locations for regenerating part of the oxidation catalyst at a time.
- An exhaust system according to the present invention comprises a turbocharger and an oxidation catalyst, the oxidation catalyst comprising means for introducing gaseous fuel into the oxidation catalyst in at least two locations for enabling partial regeneration of the oxidation catalyst.
- An oxidation catalyst according to the present invention comprises a casing, at least one catalyst element that is arranged inside the casing, and means for introducing gaseous fuel into the oxidation catalyst in at least two locations for enabling partial regeneration of the oxidation catalyst.
- the fuel is introduced sequentially in different locations inside the oxidation catalyst, the exhaust temperature downstream from the oxidation catalyst during the regeneration can be kept lower. This reduces the risk that the turbocharger damages due to too high exhaust temperature or rotation speed of the turbocharger.
- the fuel in the method for operating an internal combustion engine, is introduced into compartments that are located upstream from a catalyst element of the oxidation catalyst. The compartments direct the fuel flow more accurately to a certain part of the oxidation catalyst and enable better temperature control.
- exhaust gases from the engine are mixed by means of a mixing device after the catalyst element of the oxidation catalyst.
- a mixing device that is arranged downstream from the catalyst element ensures that the exhaust gas part flows are mixed before entering the turbine of the turbocharger and temperature gradients are minimized.
- water is introduced into the exhaust duct between the oxidation catalyst and the turbine of the turbocharger for reducing exhaust gas temperature before the turbocharger. With water injection into the exhaust duct, exhaust temperature can be further decreased.
- exhaust gas temperature between the oxidation catalyst and the turbine of the turbocharger is monitored, and the water injection is performed when a predetermined exhaust gas temperature is exceeded.
- the rotation speed of the turbocharger is monitored, and the water injection is performed when a predetermined rotation speed is exceeded.
- the water injection can be limited to situations where there is a real risk of excessive temperature and/or rotation speed.
- methane concentration or the total concentration of hydrocarbons downstream from the oxidation catalyst is monitored, and the oxidation catalyst is regenerated when the concentration exceeds a predetermined limit. With the hydrocarbon concentration monitoring the degree of deactivation of the oxidation catalyst can be determined accurately.
- temperature difference over the oxidation catalyst is monitored, and the oxidation catalyst is regenerated when the temperature difference drops below a predetermined value. This is an alternative way to determine deactivation of the oxidation catalyst.
- the oxidation catalyst comprises at least one partition wall that is arranged upstream from the catalyst element for dividing the oxidation catalyst into at least two compartments, and each compartment comprises means for introducing gaseous fuel.
- the oxidation catalyst comprises a plurality of catalyst elements, and one compartment is arranged upstream from each of the catalyst elements.
- the partition wall extends between the catalyst elements. If separate catalyst elements are arranged in each compartment, the fuel flows can be directed accurately to each catalyst element. Effective regeneration and minimum temperature increase can thus be achieved.
- a mixing device is arranged down- stream from the oxidation catalyst for mixing exhaust gases from the engine.
- the exhaust system comprises means for introducing water into the exhaust duct downstream from the oxidation catalyst.
- the exhaust system comprises means for measuring exhaust gas temperature between the oxidation catalyst and the turbine of the turbocharger. According to another embodiment of the invention, the exhaust system comprises means for measuring the rotation speed of the turbocharger.
- the exhaust system comprises means for measuring methane concentration or the total concentration of hydrocarbons downstream from the oxidation catalyst.
- the exhaust system comprises means for measuring temperature difference over the oxidation catalyst.
- Fig. 1 shows schematically a turbocharged internal combustion engine with an oxidation catalyst.
- Fig. 2 shows an oxidation catalyst
- Fig. 3 shows a cross-sectional view of the oxidation catalyst of Fig. 2.
- Fig. 4 shows part of another oxidation catalyst.
- Fig. 5 shows a cross-sectional view of the oxidation catalyst of Fig. 4.
- FIG 1 is shown an internal combustion engine 1 that can be operated on gaseous fuel.
- the engine 1 is a dual- fuel engine, which can also be operated on liquid fuel.
- the engine 1 could also be a gas engine that is operated only on gaseous fuel.
- Liquid pilot fuel can be used in the engine 1 for igniting the gaseous fuel.
- the intake air of the engine 1 is pressurized by a turbocharger 2.
- the turbocharger 2 comprises a turbine 2a that is connected to the exhaust duct 4 of the en- gine 1 and a compressor 2b that is connected to the intake duct 5.
- An oxidation catalyst 3 is arranged between the engine 1 and the turbine 2a of the turbocharger 2 for reducing carbon monoxide (CO) and hydrocarbon (HC) emissions, especially methane emissions of the engine 1.
- CO carbon monoxide
- HC hydrocarbon
- noble metals such as platinum or palladium, act as catalyst allowing oxidation of CO and HC by residual oxygen of the exhaust gas- es.
- the catalyst material is arranged on a support structure to form at least one catalyst element 18, as shown in figure 2.
- the catalyst element is arranged inside a casing 19.
- the engine 1 is provided with a fuel duct 12 for introducing gas into the oxidation catalyst 3 upstream from the catalyst element 18.
- the fuel duct 12 comprises a fuel valve 13 for controlling the admission of the gas.
- the fuel valve 13 is a regulating valve that allows adjustment of the fuel flow.
- the walls 22, 23 divide the space inside the oxidation catalyst 3 upstream from the catalyst element 18 into four compartments 20a-20d.
- Each of the compartments 20a-20d is provided with a fuel injection nozzle 21a-21d.
- the oxidation catalyst 3 is not divided into compartments 20a-20d, but is only provided with nozzles 21a-21d that are arranged in different locations inside the oxidation catalyst 3 and directed towards different parts of the catalyst element 18.
- the fuel injection nozzles 21a-21d are connected to the fuel duct 12.
- Each fuel injection nozzle 21a-21d can be controlled independently.
- Each compartment 20a-20d can also be provided with a plurality of nozzles.
- a static mixer 25 is arranged downstream from the oxidation catalyst 3. Alterna- tively, the static mixer 25 could be arranged inside the oxidation catalyst 25 downstream from the catalyst element 18.
- FIGS 4 and 5 is shown an oxidation catalyst 3 according to another embodiment of the invention.
- the space inside the oxidation catalyst 3 is divided by partition walls 22, 23, 24 into eight compartments 20a-20h.
- the oxidation catalyst 3 comprises eight separate catalyst elements 18a-18h, and one of the catalyst elements 18a-18h is arranged in each compartment 20a-20h.
- Each of the compartments 20a-20h is provided with a fuel injection nozzle 21a-21h.
- the fuel injection nozzles 21a-21h are connected to the fuel duct 12.
- Each fuel injection nozzle 21a-21h can be controlled in- dependently.
- a water duct 14 is arranged to supply water into the exhaust duct 4 between the oxidation catalyst 3 and the turbine 2a of the turbocharger 2.
- the water duct 14 is provided with a water valve 15 for controlling the admission of water.
- the water valve 15 is a regulating valve that allows adjustment of the water flow.
- the engine 1 also comprises a by-pass duct 6, through which the exhaust gases can be guided past the oxidation catalyst 3.
- the inlet of the by-pass duct 6 is connected to the ex- haust duct 4 between the engine 1 and the oxidation catalyst 3.
- the outlet of the by-pass duct 6 is connected to the exhaust duct 4 between the oxidation catalyst 3 and the turbine 2a of the turbocharger 2.
- the by-pass duct 6 is provided with a by-pass valve 7 for controlling the exhaust gas flow through the duct 6.
- the exhaust duct 4 is provided with an isolation valve 17 that is arranged between the inlet of the by-pass duct 6 and the oxidation catalyst 3.
- the engine 1 is provided with temperature sensors for measuring exhaust gas temperature at different locations.
- a first temperature sensor 9 is located in the exhaust duct 4 upstream from the turbine 2a of the turbocharger 2 and downstream from the water duct 14.
- a second temperature sensor 10 is arranged to measure the temperature in the oxidation catalyst 3. Alternatively, the second sensor 10 could also be arranged to measure the temperature immediately after the oxidation catalyst 3, i.e. between the oxidation catalyst 3 and the water duct 14.
- a third temperature sensor 11 is located in the exhaust duct 4 between the engine 1 and the oxidation catalyst 3.
- the engine 1 is also provided with a gas sensor 26 that measures hydrocarbon concentration in the exhaust gas.
- the gas sensor 26 is located downstream from the oxidation catalyst 3.
- the temperature data from the sensors 9, 10, 11 and the gas concentration data from the gas sensor 26 is received in a control unit 8.
- the exhaust gases from the engine 1 normally flow through the oxidation catalyst 3, where unburned hydrocarbons and CO are oxidized by the residual oxygen in the exhaust gases.
- the condition of the oxidation catalyst 3 is monitored for detecting deactivation of the oxidation catalyst 3. Monitoring can be done by measuring the concentration of methane or the total concentration of hydrocarbons downstream from the oxidation catalyst 3.
- hydrocarbon concentration is monitored by a gas sensor 26 that is arranged downstream from the turbocharger 2.
- the limit value for the allowed hydrocarbon concentration can depend on the engine load and speed and other operating conditions.
- the need for regeneration can be determined by monitoring temperature difference over the oxidation catalyst 3.
- the difference between the temperatures measured by the first temperature sensor 9 downstream from the oxidation catalyst 3 and the third temperature sensor 11 between the engine 1 and the oxidation catalyst 3 is high, it is an indication of proper functioning of the oxidation catalyst 3.
- the temperature difference over the oxidation catalyst 3 is low, it is an indication of deactivation of the oxidation catalyst 3.
- the need for regeneration can be detected. The limit value can depend on the engine load and speed and other operating conditions.
- Fuel is injected sequentially through the nozzles 21a-21h into the compartments 20a-20h. In the embodiment of figures 2 and 3, only part of the catalyst element 18 is thus regenerated at a time. In the embodiment of figures 4 and 5, only one of the separate catalyst elements 18a-18h is regenerated at a time. Fuel can also be injected into two or more compartments 20a-20h at the same time, if the exhaust temperature allows. Sequential fuel injection enables exhaust temperature that is high enough to regenerate the oxidation catalyst 3, but helps to keep the exhaust temperature after the oxidation catalyst 3 lower and prevents thus damaging of the turbocharger 2.
- a static mixer 25 is arranged downstream from the oxidation catalyst 3, effective mixing of the exhaust gas part flows that are at different temperatures is ensured.
- the required number of the compartments 20a-20h depends on the temperature and rotation speed limits of the turbo- charger 2. With a higher number of the compartments 20a-20h, the exhaust gas temper- ature and the rotation speed of the turbocharger 2 can be kept lower. If the turbocharger 2 can stand high temperatures and rotation speeds, two compartments might suffice.
- the normal exhaust gas temperature inside the oxidation catalyst 3 might be too low for oxidation.
- fuel can be introduced into the oxidation catalyst 3.
- the second temperature sensor 10 is used for controlling the temperature inside the oxidation catalyst 3. If the temperature is below a certain limit value, gaseous fuel is introduced into the oxidation catalyst 3 through the fuel duct 12 for increasing the tempera- ture inside the oxidation catalyst 3.
- the injected fuel helps to start up (“ignite") methane combustion process in the oxidation catalyst 3.
- Fuel injection might also be needed to keep the temperature high enough for the methane combustion process, especially when the catalyst is partly deactivated. Temperature of approximately 500 °C is needed for the oxidation of methane.
- the exhaust gas temperature before the turbocharger 2 is continuously monitored by the first temperature sensor 9.
- the rotation speed of the turbocharger 2 is monitored by a rotation speed sensor 16 to ensure that the allowed maximum speed is not exceeded. If the exhaust gas temperature and/or the rotation speed exceed predetermined first limit values, water injection into the exhaust duct 4 upstream from the turbine 2a of the turbocharger 2 is started.
- the limit value for the exhaust temperature is typically set at 620-650 °C.
- the limit value for the rotation speed depends on the type and size of the turbocharger 2. Alternatively, or in addition, water injection can be started every time when the oxidation catalyst 3 is regenerated. Water injection is continued until the exhaust gas temperature and the rotation speed of the turbocharger 2 drop below second limit values that are set below the first limit values.
- the exhaust gases are guided into the bypass duct 6 by opening the by-pass valve 7 and closing the isolation valve 17. Since the oxidation catalyst 3 is very sensitive to sulfur, even exhaust gases of low-sulfur fuel would deactivate the oxidation catalyst 3 quickly. By using the by-pass duct 6 for pass- ing the oxidation catalyst 3, the need for the regeneration of the catalyst 3 can be reduced.
- the engine might comprise two turbochargers connected in series.
- the oxidation catalyst can be arranged between the engine and the first turbocharger in the direction of the exhaust gas flow.
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Gas After Treatment (AREA)
- Supercharger (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FI20115252A FI20115252A0 (en) | 2011-03-14 | 2011-03-14 | Process for operating an engine, exhaust system and oxidation catalyst |
PCT/FI2012/050233 WO2012123636A1 (en) | 2011-03-14 | 2012-03-12 | Method for operating an engine, exhaust system and oxidation catalyst |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2686530A1 true EP2686530A1 (en) | 2014-01-22 |
EP2686530B1 EP2686530B1 (en) | 2019-05-22 |
Family
ID=43806462
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP12713200.9A Active EP2686530B1 (en) | 2011-03-14 | 2012-03-12 | Method for operating an engine, exhaust system and oxidation catalyst |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP2686530B1 (en) |
KR (1) | KR101892773B1 (en) |
CN (1) | CN103477044B (en) |
FI (1) | FI20115252A0 (en) |
WO (1) | WO2012123636A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP4086623A1 (en) * | 2021-05-04 | 2022-11-09 | General Electric Company | Systems and methods for efficient detection of hazardous fuel gas leakage within a gas turbine compartment |
Families Citing this family (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DK2942504T3 (en) * | 2014-05-09 | 2019-02-25 | Winterthur Gas & Diesel Ag | Piston internal combustion engine and method of operating a piston internal combustion engine |
AT515887A1 (en) | 2014-05-20 | 2015-12-15 | Ge Jenbacher Gmbh & Co Og | Method for starting a thermoreactor |
AT515899A1 (en) | 2014-06-12 | 2015-12-15 | Ge Jenbacher Gmbh & Co Og | Method for operating an internal combustion engine |
AT516110B1 (en) * | 2014-07-21 | 2016-08-15 | Ge Jenbacher Gmbh & Co Og | exhaust treatment device |
DE102014226675A1 (en) * | 2014-12-19 | 2016-06-23 | Robert Bosch Gmbh | Method for monitoring a methane oxidation catalyst |
AT517670B1 (en) | 2015-09-04 | 2023-03-15 | Innio Jenbacher Gmbh & Co Og | exhaust aftertreatment device |
US9879587B2 (en) * | 2015-10-23 | 2018-01-30 | GM Global Technology Operations LLC | Diagnosing oxidation catalyst device with hydrocarbon storage |
JP6778077B2 (en) * | 2016-10-13 | 2020-10-28 | 川崎重工業株式会社 | Gas engine system |
US10502119B2 (en) | 2016-12-02 | 2019-12-10 | Ge Global Sourcing Llc | After treatment bypass for internal combustion engine during cold start and idle operation |
DE102020119056B4 (en) | 2020-07-20 | 2023-06-07 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Internal combustion engine with water injection |
DE102021129852A1 (en) | 2021-11-16 | 2023-05-17 | Man Energy Solutions Se | Exhaust aftertreatment system of an engine designed as a gas engine or dual-fuel engine, engine and method for operating the same |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10142804A1 (en) * | 2000-10-17 | 2002-08-08 | Bosch Gmbh Robert | Emission control system and method for emission control |
JP4164634B2 (en) * | 2002-01-17 | 2008-10-15 | 三菱ふそうトラック・バス株式会社 | Exhaust gas purification device for internal combustion engine |
JP2004132222A (en) * | 2002-10-09 | 2004-04-30 | Hino Motors Ltd | Emission control device |
US6832473B2 (en) * | 2002-11-21 | 2004-12-21 | Delphi Technologies, Inc. | Method and system for regenerating NOx adsorbers and/or particulate filters |
US7213395B2 (en) * | 2004-07-14 | 2007-05-08 | Eaton Corporation | Hybrid catalyst system for exhaust emissions reduction |
DE202005001257U1 (en) * | 2004-09-17 | 2005-04-07 | Arvinmeritor Emissions Tech | Exhaust system of a motor vehicle with diesel engine |
US7571602B2 (en) * | 2005-05-19 | 2009-08-11 | Gm Global Technology Operations, Inc. | Exhaust aftertreatment system and method of use for lean burn internal combustion engines |
FI119949B (en) * | 2005-09-16 | 2009-05-15 | Waertsilae Finland Oy | Method of a piston engine equipped with a turbocharger compressor device |
JP4830870B2 (en) * | 2007-01-26 | 2011-12-07 | 株式会社デンソー | Control device for internal combustion engine |
-
2011
- 2011-03-14 FI FI20115252A patent/FI20115252A0/en not_active Application Discontinuation
-
2012
- 2012-03-12 WO PCT/FI2012/050233 patent/WO2012123636A1/en unknown
- 2012-03-12 KR KR1020137026885A patent/KR101892773B1/en active IP Right Grant
- 2012-03-12 EP EP12713200.9A patent/EP2686530B1/en active Active
- 2012-03-12 CN CN201280013203.3A patent/CN103477044B/en active Active
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP4086623A1 (en) * | 2021-05-04 | 2022-11-09 | General Electric Company | Systems and methods for efficient detection of hazardous fuel gas leakage within a gas turbine compartment |
Also Published As
Publication number | Publication date |
---|---|
CN103477044B (en) | 2016-09-21 |
CN103477044A (en) | 2013-12-25 |
KR101892773B1 (en) | 2018-08-28 |
KR20140018918A (en) | 2014-02-13 |
FI20115252A0 (en) | 2011-03-14 |
EP2686530B1 (en) | 2019-05-22 |
WO2012123636A1 (en) | 2012-09-20 |
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